Operation adjustment method and system for metro trains under the condition of train out of service

ABSTRACT

The disclosure provides an operation adjustment method and system for metro trains under train out of service. The method includes: acquiring basic parameters of a metro system, information of the train out of service and the online normal running trains, determining follow-up train services and current train timetables thereof, adjusting the current timetables according to predicted time to stop service of the train out of service to obtain initial adjusted train timetables, determining canceled planned train services and rolling stocks for executing remaining planned train services, and adjusting the initial adjusted train timetables according to planned train timetables of the cancelled planned train services. The disclosure can automatically adjust the train operation, and reasonably change the train timetables and the rolling stock circulation plan, thereby reducing influences of the train out of service, and improving the degree of automation of the metro system to adapt to refined management.

CROSS REFERENCE TO RELATED APPLICATION

The present application claims priority to the Chinese PatentApplication No. 202110018469.8, filed with the China NationalIntellectual Property Administration (CNIPA) on Jan. 7, 2021, andentitled “OPERATION ADJUSTMENT METHOD AND SYSTEM FOR METRO TRAINS UNDERTHE CONDITION OF TRAIN OUT OF SERVICE”, which is incorporated herein byreference in its entirety.

TECHNICAL FIELD

The present disclosure relates to the technical field of train operationcontrol and dispatching commands, and in particular, to an operationadjustment method and system for metro trains under the condition oftrain out of service.

BACKGROUND ART

In recent years, the urban metro has been regarded as a backbone of theurban public transportation system for its large transport capacity,high punctuality rate and low energy consumption. However, due to thelimited infrastructures, ever-increasing passengers and shorterheadway's between trains, the metro system is facing the high loadoperation. In this situation, once faults or emergencies occur in themetro system, the train delay would spread quickly, resulting in reducedline service capability, a large number of stranded passengers, andpotential safety hazards to the platforms.

As a complex and huge technical system, the metro requiresmulti-professional cooperation and orderly linkage about safe drivingamong multiple subsystems, such as traction power supply subsystems,signal subsystems, environment control subsystems and rolling stocksubsystems. This also means that any faulty subsystem will influenceoperation of the trains within a certain range. Among numerous faulthandling categories, scenarios where trains do not meet servicerequirements due to faults occur frequently. According to statistics ofthe China Association of Metros (CAMET), there were 8,953 fault eventswith train out of service in 2019. In case of one or more trains out ofservice, there will be a shortage of rolling tocks running on the mainline the dispatchers need to adjust the train timetables and the rollingstock circulation plan as soon as possible with comprehensiveconsideration of available rolling stock resources and topological linestructures. This imposes high requirements on response and handlingcapability of the dispatchers. Hence, in case of one or more trains outof service, it is one of key research directions of the metro system toformulate a reasonable train operation adjustment strategy via anintelligent train operation organization.

Currently, under the condition of train out of service, the trainoperation is still adjusted manually, specifically, the dispatchersacquire fault information, and give dispatching commands based onworking experience, for example, detaining trains, or making use of thebackup rolling stock. The whole process is implemented via dispatchingtelephone, which does not realize automation and intellectualization. Onthe other hand, with the limited line resources and insufficient rollingstock in service, many complicated factors need to be considered intrain operation adjustment, including the number of backup rollingstocks, running time required for a train to leave the depot; runningtime required for a train to turn back, and so on. Manual processingrequires the dispatcher to make a quick response, so that the result maynot be reasonable; and there are individual differences in theprocessing results of different dispatchers, easily resulting in a largenumber of stranded passengers and the insufficient fulfillment rate ofthe operation diagram. At last, the way of information transmissionthrough telephone communication is inefficient and cannot ensure theaccuracy of the dispatching commands. Therefore, once the driver makes amistake in receiving or executing the commands, the impact arising fromthe fault will be larger.

To sum up, the current operation adjustment methods under the conditionof train out of service have the following defects:

1. The manual processing is still used as a main method for adjustingoperation under the condition of train out of service, and automationand intellectualization of the processing are not realized;

2. Various factors need to be considered for operation adjustment underthe condition of train out of service, and the dispatcher is required torapidly make decisions, which cannot ensure a reasonable result;

3. The way of information transmission through telephone communicationis inefficient and cannot ensure the accuracy of the dispatchingcommands.

SUMMARY

An objective of the present disclosure is to provide an operationadjustment method and system for metro trains under the condition oftrain out of service. The present disclosure can automatically adjustthe train operation according to the information of the train out ofservice, and reasonably change the train timetables and the rollingstock circulation plan, thereby reducing influences of the train out ofservice on passengers, and improving the degree of automation of themetro system to adapt to refined management.

To implement the above objective, the present disclosure provides thefollowing solutions:

An operation adjustment method for metro trains under the condition oftrain out of service includes:

acquiring, when a train has fault, basic parameters of a metro system,information of the train out of service and information of online normalrunning trains, where the basic parameters of the metro system includeinformation of topological metro line information and a plannedoperation diagram; the planned operation diagram includes traintimetables and a rolling stock circulation plan; the information of thetrain out of service includes a faulty train service, train fault time,predicted time to stop service and a fault position; and the informationof the online normal running trains includes train service numbers,train velocities when the fault occurs and positions when the faultoccurs;

determining, according to the basic parameters of the metro system, thefaulty train service out of service and the planned operation diagram, afollow-up train service set of the faulty train service and a currenttrain timetable for each of follow-up train services in the follow-uptrain service set, where the follow-up train services include trackingtrain services of the faulty train and planned train services notstarted;

adjusting, according to the predicted time to stop service of the trainout of service, with a minimum headway as a constraint and a minimaldeviation from the train timetables as a goal, the current traintimetable for each follow-up train service in the follow-up trainservice set to obtain an adjusted train timetable for each follow-uptrain service in the follow-up train service set, and determininginitial adjusted train timetables;

determining, according to the basic parameters of the metro system andthe train fault time of the train out of service, earliest time thatbackup rolling stocks can run to the main line in the metro system;

canceling, according to the adjusted train timetable for each follow-uptrain service in the follow-up train service set, the earliest time thatbackup rolling stocks can run to the main line, all planned trainservices to be executed after the fault, and the rolling stockcirculation plan of the planned operation diagram, planned trainservices that cannot be executed according to the planned traintimetables in the planned operation diagram, to obtain a set of plannedtrain services to be canceled, and determining rolling stocks forexecuting remaining planned train services in the planned operationdiagram, to obtain an adjusted rolling stock circulation plan;

adjusting the initial adjusted train timetables according to the plannedtrain timetable for each planned train service in the set of plannedtrain services to be canceled, to obtain final adjusted traintimetables; and

generating an adjusted operation diagram according to the adjustedrolling stock circulation plan and the final adjusted train timetables.

Optionally, after determining, according to the basic parameters of themetro system, the faulty train service out of service and theinformation of the online normal running trains, a follow-up trainservice set for the faulty train service and a current train timetablefor each follow-up train service in the follow-up train service set, themethod may further include:

determining, according to the fault position of the train out of serviceby using an equation

${j^{\prime} = {\arg\min\limits_{j}{❘{S_{fault} - {S_{j}^{line} \cdot \eta_{j}}}❘}}},$a parking position nearest to the train out of service; and

storing the train out of service to the nearest parking position,

where, j′ is the parking position nearest to the train out of service,S_(fault) is the fault position of the train out of service, S_(j)^(line) is a position of a jth storage track, and η_(j) is an occupationsign of the jth storage track.

Optionally, adjusting, according to the predicted time to stop serviceof the train out of service, with the minimum headway as a constraintand the minimal deviation from the planned train timetable as the goal,the current train timetable for each follow-up train service in thefollow-up train service set to obtain an adjusted train timetable foreach follow-up train service in the follow-up train service set, mayspecifically include:

determining, based on the speed curves of running levels in the onboardATO system by using an equation

${r_{k,n} = {\sum\limits_{l \in L}{\delta_{k,n}^{l}r_{k,n}^{l}}}},$running time of each follow-up train service in the follow-up trainservice set between two adjacent subsequent stations behind a positionwhen the fault occurs;

determining, by using an equation

${d_{k,n} = \frac{\min\left\{ {P_{k,n}^{wait},C_{k,n}^{remain}} \right\}}{\lambda}},$dwelling time of each follow-up train service in the follow-up trainservice set at each follow-up station behind the position when the faultoccurs; and

adjusting, according to the predicted time to stop service of the trainout of service, running time of each follow-up train service betweensubsequent stations, the dwelling time of each follow-up train serviceat each follow-up station and a train velocity of each follow-up trainservice when the fault occurs, with the minimum headway as a constraintand the minimal deviation from the planned train timetable as the goal,the current train timetable for each follow-up train service in thefollow-up train service set to obtain the adjusted train timetable foreach follow-up train service in the follow-up train service set,

where, r_(k,n) is running time of a follow-up train service k between afollow-up station n−1 and a follow-up station n; δ_(k,n) ^(l) indicateswhether the follow-up train service k selects an identifier having alevel l in an interval between the follow-up station n−1 and thefollow-up station n, if the follow-up train service k runs in theinterval at the level l, then δ_(k,n) ^(l)=1, or otherwise, δ_(k,n)^(l)=0; r_(k,n) ^(l) is required time for the follow-up train service kto run at the level l in the interval between the follow-up station n−1and the follow-up station n; d_(k,n) is dwelling time of the follow-uptrain service k at the follow-up station n; P_(k,n) ^(wait) is a numberof passengers waiting on the platform when the follow-up train service karrives at the follow-up station n; C_(k,n) ^(remain) is a remainingpassenger capacity when the follow-up train service k arrives at thefollow-up station n; and λ is a passenger boarding rate.

Optionally, determining, according to the basic parameters of the metrosystem and the train fault time of the train out of service, earliesttime that backup rolling stocks can run to the main line in the metrosystem, may specifically include:

acquiring a backup rolling stock set on all storage tracks from thetopological metro line information of the basic parameters of the metrosystem; and

determining, according to the train fault time of the train out ofservice by using an equation T_(m) ^(earliest)=T_(fault)+t_(j) _(m)^(online), earliest time that each backup rolling stock in the backuprolling stock set runs to a main line as the earliest time that backuprolling stocks can run to the main line,

where, T_(m) ^(earliest) is earliest time that a backup rolling stock mruns to the main line, T_(fault) is the train fault time of the trainout of service, j_(m) is a storage track where the backup online rollingstock m is located, and t_(j) _(m) ^(online) is time that the backuprolling stock m runs from the storage track j_(m) to the main line.

Optionally, canceling, according to the adjusted train timetable foreach follow-up train service in the follow-up train service set, theearliest time that backup rolling stocks can run to the main line, allplanned train services to be executed after the train fault time of thetrain out of service, and the rolling stock circulation plan of theplanned operation diagram, planned train services that cannot beexecuted according to the planned train timetables in the plannedoperation diagram, to obtain the set of planned train services to becanceled, and determining rolling stocks for executing remaining plannedtrain services in the planned operation diagram, to obtain the adjustedrolling stock circulation plan, may specifically include:

comparing the adjusted train timetable for each follow-up train servicein the follow-up train service set with the planned operation diagram toobtain planned train services required to depart lately at correspondingorigin stations in the planned operation diagram and late departure timeof the late departing planned train services;

canceling corresponding late departing planned train services with latedeparture time greater than preset maximum late departure time to obtaina first set of planned train services to be canceled;

forming a to-be-canceled planned train service set with a plannedturn-back train service of each follow-up train service in the follow-uptrain service set and all planned train services to be executed afterthe fault;

acquiring an idle rolling stock set on the storage tracks, anddetermining, on a premise of meeting a minimum turn-back time, whetherthe idle rolling stock set on the storage tracks includes a backuprolling stock that can be executed according to a planned traintimetable of an eth to-be-canceled planned train service in theto-be-canceled planned train service set to obtain a first determinationresult;

adjusting, if the first determination result indicates yes, the rollingstock circulation plan of the planned operation diagram, such that thebackup rolling stock that can be executed according to the planned traintimetable of the eth to-be-canceled planned train service in theto-be-canceled planned train service set executes the eth to-be-canceledplanned train service to obtain the adjusted rolling stock circulationplan;

determining, if the first determination result indicates no, accordingto the earliest time that backup rolling stocks can run to the mainline, whether the backup rolling stock set includes a backup rollingstock that can be executed according to the planned train timetable ofthe eth to-be-canceled planned train service in the to-be-canceledplanned train service set to obtain a second determination result;

adjusting, if the second determination result indicates yes, the rollingstock circulation plan of the planned operation diagram, such that thebackup rolling stock that can be executed according to the planned traintimetable of the eth to-be-canceled planned train service in theto-be-canceled planned train service set executes the eth to-be-canceledplanned train service to obtain the adjusted rolling stock circulationplan;

canceling the eth to-be-canceled planned train service if the firstdetermination result indicates no;

updating a numerical value of the to-be-canceled planned train servicee, and going back to the step of “acquiring an idle rolling stock set onthe storage tracks, and determining, on a premise of meeting a minimumturn-back time, whether the idle rolling stock set on the storage tracksincludes a backup rolling stock that can be executed according to aplanned train timetable of an eth to-be-canceled planned train servicein the to-be-canceled planned train service set to obtain a firstdetermination result”, until all to-be-canceled planned train servicesin the to-be-canceled planned train service set are traversed, to obtaina second set of planned train services to be canceled; and

forming a set of planned train services to be canceled with the firstset of planned train services to be canceled and the second set ofplanned train services to be canceled.

Optionally, after canceling, according to the adjusted train timetablefor each follow-up train service in the follow-up train service set, theearliest time that backup rolling stocks can run to the main line, allplanned train services to be executed after the fault, and the rollingstock circulation plan of the planned operation diagram, planned trainservices that cannot be executed according to the planned traintimetables in the planned operation diagram, to obtain the set ofplanned train services to be canceled, and determining the rollingstocks for executing the remaining planned train services in the plannedoperation diagram, to obtain the adjusted rolling stock circulationplan, the method may further include:

acquiring a front train service and a back train service of an fthcanceled planned train service in the set of planned train services tobe canceled in the initial adjusted train timetable;

determining a first planned running headway between the fth canceledplanned train service and the front train service, and a second plannedrunning headway between the fth canceled planned train service and theback train service;

delaying planned arrival and departure time of the front train serviceaccording to the first planned running headway by using an equation

$\left\{ {\begin{matrix}{{a_{k_{front},n} = {a_{k_{front},n}^{plan} + \frac{h_{plan}^{front}}{2}}},{n = 1},2,\ldots,N} \\{{d_{k_{front},n} = {d_{k_{front},n}^{plan} + \frac{h_{plan}^{front}}{2}}},{n = 1},2,\ldots,N}\end{matrix};} \right.$and

advancing planned arrival and departure time of the back train serviceaccording to the second planned running headway by using an equation

$\left\{ {\begin{matrix}{{a_{k_{back},n} = {a_{k_{back},n}^{plan} - \frac{h_{plan}^{back}}{2}}},{n = 1},2,\ldots,N} \\{{d_{k_{back},n} = {d_{k_{back},n}^{plan} - \frac{h_{plan}^{back}}{2}}},{n = 1},2,\ldots,N}\end{matrix},} \right.$

where, a_(k) _(front) _(,n) and a_(k) _(back) _(,n) are adjusted arrivaltime of a front train service k_(front) and a back train servicek_(back) at a station n respectively, a_(k) _(front) _(,n) ^(plan) anda_(k) _(back) _(,n) ^(plan) are planned arrival time of the front trainservice k_(front) and the back train service k_(back) at the station nrespectively, d_(k) _(front) _(,n) and d_(k) _(back) _(,n) are adjusteddeparture time of the front train service k_(front) and the back trainservice k_(back) at the station n respectively, d_(k) _(front) _(,n)^(plan) and d_(k) _(back) _(,n) ^(plan) are planned arrival time of thefront train service k_(front) and the back train service k_(back) at thestation n respectively, h_(plan) ^(front) is a first planned runningheadway between the front train service k_(front) and the canceled trainservice f,

$h_{plan}^{front} = \left\{ \begin{matrix}{{d_{f,1}^{plan} - d_{k_{front},1}^{plan}},} & {{{if}D_{f}} = 2} \\{{d_{f,N}^{plan} - d_{k_{front},N}^{plan}},} & {{{{if}D_{f}} = 1},{D_{f} = 2}}\end{matrix} \right.$indicates that the canceled train service f is in an up direction,d_(f,1) ^(plan) is departure time of the canceled train service f at astation 1, and d_(k) _(front) _(,1) ^(plan) is departure time of thefront train service k_(front) at the station 1; D_(f)=1 indicates thatthe canceled train service f is in a down direction, d_(f,N) ^(plan) isdeparture time of the canceled train service f at a station N, and d_(k)_(front) _(,N) ^(plan) is departure time of the front train servicek_(front) at the station N; a running direction from the station 1 tothe station N is defined as the up direction, and a running directionfrom the station N to the station 1 is defined as the down direction;and h_(plan) ^(back) is a second planned running headway between thecanceled train service f and the back train service k_(back),

$h_{plan}^{back} = \left\{ {\begin{matrix}{{d_{k_{back},1}^{plan} - d_{f,1}^{plan}},} & {{{if}D_{f}} = 2} \\{{d_{k_{back},N}^{plan} - d_{f,N}^{plan}},} & {{{if}D_{f}} = 1}\end{matrix},d_{k_{back},1}^{plan}} \right.$is departure time of the back train service k_(back) at the station 1,and d_(k) _(back) _(,N) ^(plan) is departure time of the back trainservice k_(back) at the station N.

Optionally, after generating the adjusted operation diagram according tothe adjusted rolling stock circulation plan and the final adjusted traintimetables, the method may further include:

acquiring, in a peak period after the fault occurs in the train, if arolling stock resource is limited and the train out of service cannot berepaired, a number M_(normal) of rolling stocks required in a normalperiod and a number M_(peak)−1 of available rolling stocks in the peakperiod from information of the adjusted operation diagram; and

redetermining, according to the number M_(normal) of the rolling stocksrequired in the normal period and the number M_(peak)−1 of the availablerolling stocks in the peak period by turning back an online runningtrain and making use of a backup rolling stock, a rolling stockcirculation plan for executing planned train services in the peakperiod.

Optionally, redetermining, according to the number M_(normal) of therolling stocks required in the normal period and the number M_(peak)−1of the available rolling stocks in the peak period by turning back anonline running train and making use of a backup rolling stock, therolling stock circulation plan for executing the planned train servicesin the peak period, may specifically include:

acquiring an integer part M_(int) of a quotient according to the numberM_(normal) of the rolling stocks required in the normal period and thenumber M_(peak)−1 of the available rolling stocks in the peak period byusing an equation

${M_{int} = \left\lfloor \frac{M_{peak} - 1}{M_{normal} + 1} \right\rfloor};$

acquiring a decimal part M_(dec) of the quo n according to the numberM_(normal) of the rolling stocks required in the noir a period and thenumber M_(peak)−1 of the available rolling stocks in the peak period byusing an equation

${M_{dec} = \frac{M_{peak} - 1 - {M_{int}\left( {M_{normal} + 1} \right)}}{M_{normal} + 1}};$

initializing a train service index k′=1, an integer count i=0 and adouble precision count sum=0;

setting a double precision count sum+=M_(dec), and determining whetherthe double precision count sum is greater than 1 to obtain a thirddetermination result;

determining, if the third determination result indicates yes, that atrain service with a current train service index k′, k′+1, . . . ,k′+M_(int) is executed by turning back the online running train, and atrain service with a current train service index k′+M_(int)+1 isexecuted by making use of the backup rolling stock, and settingk′+=M_(int)+2, sum−=1;

determining, if the third determination result indicates no, that atrain service with a current train service index k′, k′+1, . . .k′+M_(int)−1 is executed by turning back the online running train, and atrain service with a current train service index k′+M_(int) is executedby making use of the backup rolling stock, and setting k′+=M_(int)+2;

determining whether the integer count i is less than or equal to theinteger part M_(int) of the quotient to obtain a fourth determinationresult;

setting, if the fourth determination result indicates yes, the integercount i to be added by 1, and going back to the step of “setting adouble precision count sum+=M_(dec), and determining whether the doubleprecision count sum is greater than 1 to obtain a third determinationresult”; and

outputting, if the fourth determination result indicates no, the rollingstock circulation plan for executing the planned train services in thepeak period.

An operation adjustment system for metro trains under the condition oftrain out of service includes:

an information acquiring module, configured to acquire, when a train hasfault, basic parameters of a metro system, information of a train out ofservice and information of online normal running trains, where the basicparameters of the metro system include topological metro lineinformation and a planned operation diagram; the planned operationdiagram includes train timetables and a rolling stock circulation plan;the information of the train out of service includes a faulty trainservice, train fault time, predicted time to stop service and a faultposition; and the information of the online normal running trainsincludes train service numbers, train velocities when the fault occursand positions when the fault occurs;

a follow-up train service and current train timetable determiningmodule, configured to determine, according to the basic parameters ofthe metro system, the faulty train service out of service and theplanned operation diagram, a follow-up train service set for the faultytrain service and a current train timetable for each of follow-up trainservices in the follow-up train service set, where the follow-up trainservices include tracking train services of the faulty train and plannedtrain services not started;

a module for acquiring an adjusted train timetable of each follow-uptrain service, configured to adjust, according to the predicted time tostop service of the train out of service, with a minimum headway as aconstraint and a minimal deviation from the train timetables as a goal,the current train timetable for each follow-up train service in thefollow-up train service set to obtain an adjusted train timetable foreach follow-up train service in the follow-up train service set, anddetermining initial adjusted train timetables;

a module for determining earliest time that backup rolling stocks canrun to the main line, configured to determine, according to the basicparameters of the metro system and the train fault time of the train outof service, earliest time that backup rolling stocks can run to the mainline in the metro system;

an adjusted rolling stock circulation plan acquiring module, configuredto cancel, according to the adjusted train timetable for each follow-uptrain service in the follow-up train service set, the earliest time thatbackup rolling stocks can run to the main line, all planned trainservices to be executed after the fault, and the rolling stockcirculation plan of the planned operation diagram, planned trainservices that cannot be executed according to the planned traintimetables in the planned operation diagram, to obtain a set of plannedtrain services to be canceled, and determine rolling stocks forexecuting remaining planned train services in the planned operationdiagram, to obtain an adjusted rolling stock circulation plan;

a module for acquiring information of an adjusted planned operationdiagram, configured to adjust the initial adjusted train timetablesaccording to the planned train timetable for each planned train servicein the set of planned train services to be canceled, to obtain finaladjusted train timetables; and

an adjusted operation diagram generating module, configured to generatean adjusted operation diagram according to the adjusted rolling stockcirculation plan and the final adjusted train timetables.

Optionally, the system may further include:

a module for acquiring a number of available rolling stocks in a peakperiod, configured to acquire, in a peak period after the fault occursin the train, if a rolling stock resource is limited and the train outof service cannot be repaired, a number M_(normal) of rolling stocksrequired in a normal period and a number M_(peak)−1 available rollingstocks in the peak period from the information of the adjusted operationdiagram; and

a module for determining a rolling stock circulation plan in the peakperiod, configured to redetermine, according to the number M_(normal) ofthe rolling stocks required in the normal period and the numberM_(peak)−1 of the available rolling stocks in the peak period by turningback an online running train and making use of a backup rolling stockonline, a rolling stock circulation plan for executing planned trainservices in the peak period.

Based on specific embodiments provided in the present disclosure, thepresent disclosure discloses the following technical effects:

The operation adjustment method and system for metro trains under thecondition of train out of service provided by the present disclosure areimplemented by acquiring basic parameters of a metro system, informationof the train out of service and information of online normal runningtrains when the train has fault, determining a follow-up train serviceset of a faulty train service and a current train timetable for eachfollow-up train service in the follow-up train service set, adjusting,according to predicted time to stop service of the train out of service,the current train timetable for each follow-up train service in thefollow-up train service set, obtaining initial adjusted train timetablesaccording to a train timetable of the train out of service and anadjusted train timetable for each follow-up train service, obtaining aset of planned train services to be canceled, determining rolling stocksfor executing remaining planned train services in the initial adjustedtrain timetables, obtaining an adjusted rolling stock circulation plan,and adjusting the initial adjusted train timetables according to aplanned train timetable for each planned train service in the set ofplanned train services to be canceled to generate an adjusted operationdiagram. The present disclosure can automatically adjust the trainoperation according to the information about the train out of service,and reasonably change the train timetables and the rolling stockcirculation plan, thereby reducing influences of the train out ofservice on passengers, and improving the degree of automation of themetro system to adapt to refined management.

BRIEF DESCRIPTION OF THE DRAWINGS

To describe the technical solutions in the embodiments of the presentdisclosure or in the conventional art more clearly, the accompanyingdrawings required for the embodiments are briefly described below.Apparently, the accompanying drawings in the following descriptions showmerely some embodiments of the present disclosure, and a person ofordinary skill in the art may still derive other accompanying drawingsfrom these accompanying drawings without creative efforts.

FIG. 1 is a flow chart of an operation adjustment method for metrotrains under the condition of train out of service according to thepresent disclosure.

FIG. 2 is a brief flow chart of an operation adjustment method for metrotrains under the condition of train out of service according to thepresent disclosure.

FIG. 3 is a schematic view for acquiring an initial adjusted traintimetable and determining earliest time that backup rolling stocks canrun to the main line in a metro system according to the presentdisclosure.

FIG. 4 is a schematic view for acquiring an adjusted rolling stockcirculation plan according to the present disclosure.

FIG. 5 is a schematic view for reformulating a transitional strategyfrom a normal period to a peak period according to the presentdisclosure.

DETAILED DESCRIPTION OF THE EMBODIMENTS

The technical solutions of the embodiments of the present disclosure areclearly and completely described below with reference to theaccompanying drawings. Apparently, the described embodiments are merelya part rather than all of the embodiments of the present disclosure. Allother embodiments obtained by a person of ordinary skill in the art onthe basis of the embodiments of the present disclosure without creativeefforts shall fall within the protection scope of the presentdisclosure.

An objective of the present disclosure is to provide an operationadjustment method and system for metro trains under the condition oftrain out of service. The present disclosure can automatically adjustthe train operation according to the information about the train out ofservice, and reasonably change the train timetable and the rolling stockcirculation plan, thereby reducing influences of the train out ofservice on passengers, and improving the degree of automation of themetro system to adapt to refined management.

To make the above objectives, features, and advantages of the presentdisclosure clearer and more comprehensible, the present disclosure willbe further described in detail below with reference to the accompanyingdrawings and the specific examples.

As shown in FIGS. 1-2 , an operation adjustment method for metro trainsunder the condition of train out of service includes:

S101: acquiring, when a train has fault, basic parameters of a metrosystem, information of the train out of service and information ofonline normal running trains, where the basic parameters of the metrosystem include topological metro line information and a plannedoperation diagram; the planned operation diagram includes traintimetables and a rolling stock circulation plan; the information of thetrain out of service includes a faulty train service, train fault time,predicted time to stop service and a fault position; and the informationof the online normal running trains includes train service numbers,train velocities when the fault occurs and positions when the faultoccurs;

S102: determining, according to the basic parameters of the metrosystem, the faulty train service out of service and the plannedoperation diagram, a follow-up train service set for the faulty trainservice and a current train timetable for each of follow-up trainservices in the follow-up train service set, where the follow-up trainservices include tracking train services of the faulty train and plannedtrain services not started;

S103: adjusting, according to the predicted time to stop service of thetrain out of service, with a minimum headway as a constraint and aminimal deviation from the train timetables as a goal, the current traintimetable for each follow-up train service in the follow-up trainservice set to obtain an adjusted train timetable for each follow-uptrain service in the follow-up train service set, thereby determininginitial adjusted train timetables;

S104: determining, according to the basic parameters of the metro systemand the train fault time of the train out of service, earliest time thatbackup rolling stocks can run to the main line in the metro system;

S105: cancelling, according to the adjusted train timetable for eachfollow-up train service in the follow-up train service set, the earliesttime that backup rolling stocks can run to the main line, all plannedtrain services to be executed after the fault, and the rolling stockcirculation plan of the planned operation diagram, planned trainservices that cannot be executed according to the planned traintimetables in the planned operation diagram, to obtain a set of plannedtrain services to be canceled, and determining rolling stocks forexecuting remaining planned train services in the planned operationdiagram, to obtain an adjusted rolling stock circulation plan;

S106: adjusting the initial adjusted train timetables according to theplanned train timetable for each planned train service in the set ofplanned train services to be canceled, to obtain final adjusted traintimetables; and

S107: generating an adjusted operation diagram according to the adjustedrolling stock circulation plan and the final adjusted train timetables.

The specific process is as follows:

In step S101, the stored basic parameters of the metro system include aline topology and operation data. The line topology includes stationpositions and siding types, and the number and positions of storagetracks at each depot and station; and the operation data includes aplanned operation diagram, a minimum headway, a position of each backuprolling stock and the number of backup rolling stock, running timerequired for the backup rolling stock to leave the depot and shortestturn-back time. The information of the train out of service includes atrain service number of the faulty train, the fault time, the faultposition, and the time to stop service when the fault occurs in thetrain; and the information of the online running trains includes trainservice numbers, velocities and positions of all normal running trains.All parameters are represented by the following letters:

A.1: configuring, according to an actual line condition of the metrosystem, the topological line information: the number N of stations andpositions S₁ ^(sta), . . . , S_(N) ^(sta), . . . , S_(N) ^(sta) thereof,the number J of storage tracks at a depot and a station, positions S₁^(line), . . . , S_(j) ^(line), . . . , S_(J) ^(line) of the storagetracks and occupation sign η_(j) (indicating whether there is a train onthe storage track) thereof, a running direction from the station 1 tothe station N being defined as an up direction, a running direction fromthe station N to the station 1 being defined as a down direction, and asiding type ξ_(n) ^(sta) of the station n, namely

$\xi_{n}^{sta} = \left\{ {\begin{matrix}{0,{{if}{the}{station}n{does}{not}{provide}{the}{turn} - {back}{line}}} \\{1,{{if}{the}{station}n{provides}{the}{turn} - {back}{line}}}\end{matrix};} \right.$

A.2: configuring, according to an operation condition, planned operationparameters: information of the planned operation diagram, including aplanned train set K, departure time d_(k,n) ^(plan), arrival timea_(k,n) ^(plan) and a running direction D_(k) of a train service k atthe station n,

$D_{k} = \left\{ {\begin{matrix}{1,{{if}{the}{train}{service}{}k{is}{in}{the}{down}{direction}}} \\{2,{{if}{the}{train}{service}{}k{is}{in}{the}{up}{direction}}}\end{matrix},} \right.$

a minimum running headway h_(min), time r_(k,n) ^(l) required for atrain to run at a level l in an interval between a station n−1 and thestation n, shortest turn-back time t_(turn), and time t_(j) ^(online)that a backup train runs to a main line from a storage track j; and

A.3: acquiring the information of the train out of service and onlinenormal running trains: a train service k* of the train out of service,the fault time T_(fault), the fault position S_(fault), the predictedtime to stop service T_(drop), velocities and positions of all onlinenormal running trains when the fault occurs in the train.

In step S102, when the fault occurs in the train, namely at the timepoint T_(fault), an affected train set is acquired, according to theinformation of online running trains and the information of the plannedoperation diagram in step A, the affected train set including the trainservice k* of the train out of service and a follow-up train service setK_(follow) thereof.

After S102, the method further includes:

determining, according to the fault position of the train out of serviceby using an equation

${j^{\prime} = {\arg\min\limits_{j}{❘{S_{fault} - {S_{j}^{line} \cdot \eta_{j}}}❘}}},$a parking position nearest to the train out of service;

storing the train out of service to the nearest parking position,

where, j′ is the parking position nearest to the train out of service,S_(fault) is the fault position of the train out of service, S_(j)^(line) is a position of a jth storage track; and η_(j) is an occupationsign of the jth storage track; and

taking a route where the train out of service runs from a currentposition to the parking position as a new running route, and adjusting acurrent train timetable of the train out of service, where the train outof service does not stop at subsequent stations, and is subjected to askip-stop operation, namely arrival time being the same as departuretime, at stations in the route.

In step S103, adjusting current train timetables of the normal runningtrains, indicates, in a condition where the minimum running headway isensured, adjusting arrival and departure time at the subsequent stationsto prevent expansion of the influence of the faulty train out ofservice, specifically includes:

determining, based on the speed curves of running levels in the onboardATO by using an equation

${r_{k,n} = {\sum\limits_{l \in L}{\delta_{k,n}^{l}r_{k,n}^{l}}}},$running time of each follow-up train service in the follow-up trainservice set between two adjacent subsequent stations behind a positionwhen the fault occurs;

determining, by using an equation

${d_{k,n} = \frac{\min\left\{ {P_{k,n}^{wait},C_{k,n}^{remain}} \right\}}{\lambda}},$dwelling time of each follow-up train service in the follow-up trainservice set at each follow-up station behind the position when the faultoccurs; and

adjusting, according to the predicted time to stop service of the trainout of service, running time of each follow-up train service betweensubsequent stations, dwelling time of each follow-up train service ateach follow-up station and a train velocity of each follow-up trainservice when the fault occurs, with the minimum headway as a constraintand the minimal deviation from the planned train timetable as the goal,the current train timetable for each follow-up train service in thefollow-up train service set to obtain the adjusted train timetable foreach follow-up train service in the follow-up train service set,

where, r_(k,n) is running time of a follow-up train service k between afollow-up station n−1 and a follow-up station n; δ_(k,n) ^(l) indicateswhether the follow-up train service k selects an identifier with a levell in an interval between the follow-up station n−1 and the follow-upstation n, and if the follow-up train service k runs at the level l inthe interval, then δ_(k,n) ^(l)=1, or otherwise, δ_(k,n) ^(l)=0; r_(k,n)^(l) is time required by the follow-up train service k to run at thelevel l in the interval between the follow-up station n−1 and thefollow-up station n; d_(k,n) is dwelling time of the follow-up trainservice k at the follow-up station n; P_(k,n) ^(wait) is the number ofpassengers waiting on the platform when the follow-up train service karrives at the follow-up station n; C_(k,n) ^(remain) is a remainingpassenger capacity when the follow-up train service k arrives at thefollow-up station n; and λ is a passenger boarding rate.

The principle of step S104 is as shown in FIG. 3 .

Step S104 specifically includes:

acquiring a backup rolling stock set on all storage tracks from thetopological metro line information; and

determining, according to the train fault time of the train out ofservice by using an equation T_(m) ^(earliest)=T_(fault)+t_(j) _(m)^(online), earliest time that each backup rolling stock in the backuprolling stock set runs to a main line as the earliest time that backuprolling stocks can run to the main line,

where, T_(m) ^(earliest) is earliest time that a backup rolling stock mruns to the main line, T_(fault) is the train fault time of the trainout of service, j_(m) is a storage track where the backup rolling stockm is located, and t_(j) _(m) ^(online) is time that the backup rollingstock in runs from the storage track j_(m) to the main line.

In step S105, planned train services which may be cancelled are acquiredaccording to the adjusted timetables of the online running trains andearliest time that backup rolling stocks can run to the main line, andthe rolling stock circulation plan is adjusted to minimize the number oftrain services which may be cancelled, where the planned train serviceswhich may be cancelled mainly include planned turn-back train servicesof adjusted train services, train services required to depart lately atorigin stations and train services to be subsequently executed by thetrain out of service. As shown in FIG. 4 , step 105 specificallyincludes:

comparing the adjusted train timetable for each follow-up train servicein the follow-up train service set with the planned operation diagram toobtain planned train services required to depart lately at the originstation in the planned operation diagram and late departure time of thelate departing planned train services;

canceling corresponding late departing planned train services with latedeparture time greater than preset maximum late departure time to obtaina first set of planned train services to be canceled, where with thestation 1 as the origin station of the up train service, the station Nas the origin station of the down train service, and γ representing adetermination result, whether the late departure time is greater thanthe preset maximum late departure time is calculated by the followingequation:

$\gamma = \left\{ {\begin{matrix}{1,} & {{if}\left( {{{d_{k,1} - d_{k,1}^{plan}} \leq {d_{\max}^{late}{and}D_{k}}} = 2} \right){or}} \\ & \left( {{{d_{k,N} - d_{k,N}^{plan}} \leq {d_{\max}^{late}{and}D_{k}}} = 1} \right) \\{0,} & {otherwise}\end{matrix},} \right.$where, d_(max) ^(late) represents the preset maximum late departuretime, if γ=1, the train service can depart, or otherwise, the trainservice is canceled;

forming a to-be-canceled planned train service set with a plannedturn-back train service of each follow-up train service in the follow-uptrain service set K_(follow) and all planned train services to beexecuted after the fault;

acquiring an idle rolling stock set on the storage tracks, anddetermining, on a premise of meeting a minimum turn-back time, whetherthe idle rolling stock set on the storage tracks includes a backuprolling stock that can be executed according to a planned traintimetable of an eth to-be-canceled planned train service in theto-be-canceled planned train service set to obtain a first determinationresult;

adjusting, if the first determination result indicates yes, the rollingstock circulation plan of the planned operation diagram, such that thebackup rolling stock that can be executed according to the planned traintimetable of the eth to-be-canceled planned train service in theto-be-canceled planned train service set executes the eth to-be-canceledplanned train service to obtain the adjusted rolling stock circulationplan;

determining, if the first deter urination result indicates no, accordingto the earliest time that backup rolling stocks can run to the mainline, whether the backup rolling stock set includes a backup rollingstock that can be executed according to the planned train timetable ofthe eth to-be-canceled planned train service in the to-be-canceledplanned train service set to obtain a second determination result;

adjusting, if the second determination result indicates yes, the rollingstock circulation plan of the planned operation diagram, such that thebackup rolling stock that can be executed according to the planned traintimetable of the eth to-be-canceled planned train service in theto-be-canceled planned train service set executes the eth to-be-canceledplanned train service to obtain the adjusted rolling stock circulationplan;

canceling the eth to-be-canceled planned train service if the firstdetermination result indicates no;

updating a numerical value of the to-be-canceled planned train servicee, and going back to the step of “acquiring an idle rolling stock set onthe storage tracks; and determining, on a premise of meeting a minimumturn-back time, whether the idle rolling stock set on the storage tracksincludes a backup rolling stock that can be executed according to aplanned train timetable of an eth to-be-canceled planned train servicein the to-be-canceled planned train service set to obtain a firstdetermination result”, until all to-be-canceled planned train servicesin the to-be-canceled planned train service set are traversed, to obtaina second set of planned train services to be canceled; and

forming a set of planned train services to be canceled K_(cancel) withthe first set of planned train services to be canceled and the secondset of planned train services to be canceled.

After step S105, according to canceled planned train services, arrivaland departure time of adjacent train services are appropriately adjustedto avoid the large number of stranded passengers on the platform due toa large headway, and ensure a uniform headway between the trainservices, which includes:

acquiring a front train service and a back train service of an fthcanceled planned train service in the set of planned train services tobe canceled in the initial adjusted train timetable;

determining a first planned running headway between the fth canceledplanned train service and the front train service, and a second plannedrunning headway between the fth canceled planned train service and theback train service;

delaying planned arrival and departure time of the front train serviceaccording to the first planned running headway by using an equation

$\left\{ {\begin{matrix}{{a_{k_{front},n} = {a_{k_{front},n}^{plan} + \frac{h_{plan}^{front}}{2}}},{n = 1},2,\ldots,N} \\{{d_{k_{front},n} = {d_{k_{front},n}^{plan} + \frac{h_{plan}^{front}}{2}}},{n = 1},2,\ldots,N}\end{matrix};} \right.$and

advancing planned arrival and departure time of the back train serviceaccording to the second planned running headway by using an equation

$\left\{ {\begin{matrix}{{a_{k_{back},n} = {a_{k_{back},n}^{plan} - \frac{h_{plan}^{back}}{2}}},{n = 1},2,\ldots,N} \\{{d_{k_{back},n} = {d_{k_{back},n}^{plan} - \frac{h_{plan}^{back}}{2}}},{n = 1},2,\ldots,N}\end{matrix},} \right.$

where, a_(k) _(front) _(,n) and a_(k) _(back) _(,n) are adjusted arrivaltime of a front train service k_(front) and a back train servicek_(back) at a station n respectively, a_(k) _(front) _(,n) ^(plan) anda_(k) _(back) _(,n) ^(plan) are planned arrival time of the front trainservice k_(front) and the back train service k_(back) at the station n,d_(k) _(front) _(,n) and d_(k) _(back) _(,n) are adjusted departure timeof the front train service k_(front) and the back train service k_(back)at the station n, d_(k) _(front) _(,n) ^(plan) and d_(k) _(back) _(,n)^(plan) are planned arrival time of the front train service k_(front)and the back train service k_(back) at the station n, h_(plan) ^(front)is a first planned running headway between the front train servicek_(front) and the canceled train service f,

$h_{plan}^{front} = \left\{ \begin{matrix}{{d_{f,1}^{plan} - d_{k_{front},1}^{plan}}\ ,\ {{{if}\ D_{f}} = 2}} \\{{d_{f,N}^{plan} - d_{k_{front},N}^{plan}}\ ,\ {{{if}\ D_{f}} = 1},{D_{f} = 2}}\end{matrix} \right.$indicates that the canceled train service f is in an up direction,d_(f,1) ^(plan) is departure time of the canceled train service f at astation 1, and d_(k) _(front) _(,1) ^(plan) is departure time of thefront train service k_(front) at the station 1; D_(f)=1 indicates thatthe canceled train service f is in a down direction, d_(f,N) ^(plan) isdeparture time of the canceled train service f at a station N, and d_(k)_(front) _(,N) ^(plan) is departure time of the front train servicek_(front) at the station N; a running direction from the station 1 tothe station N is defined as the up direction, and a running directionfrom the station N to the station 1 is defined as the down direction;and h_(plan) ^(back) is the second planned running headway between thecanceled train service f and the back train service k_(back),

$h_{plan}^{back} = \left\{ {\begin{matrix}{{d_{k_{back},1}^{plan} - d_{f,1}^{plan}}\ ,\ {{{if}\ D_{f}} = 2}} \\{{d_{k_{back},N}^{plan} - d_{f,N}^{plan}}\ ,\ {{{if}\ D_{f}} = 1}}\end{matrix},d_{k_{back},1}^{plan}} \right.$is departure time of the back train service k_(back) at the station 1,and d_(k) _(back) _(,N) ^(plan) is departure time of the back trainservice k_(back) at the station N.

After step S107, transitional and peak train operation strategies arereformulated in a condition where the rolling stock resource is limitedand the train out of service cannot be repaired for a long time, wherethe case that the rolling stock resource is limited indicates that nobackup rolling stock can replace the train out of service, and the casethat the train out of service cannot be repaired for a long timeindicates the train still cannot be normally online in a transitionalperiod from a normal period to a peak period, which includes:

E.1: acquiring the number M_(normal) of rolling stocks required in anormal period, the number M_(peak) of rolling stocks required in a peakperiod and complete turnaround time T according to the planned operationdiagram;

E.2: keeping the number of rolling stocks required in the normal periodconsistent with the planned operation diagram;

E.3: since the rolling stock resource is limited and the faulty trainstill cannot run on the line normally, with M_(peak)−1 rolling stocksavailable in the peak period, recalculating a headway h_(peak) in theperiod by the following equation:

${h_{peak} = \frac{T}{M_{peak} - 1}},$

in a condition where the headway changes in the peak period, atransitional strategy is reformulated from the normal period to the peakperiod, as shown in FIG. 5 ; and

E.4: executing the planned train services by turning back the onlinerunning train and making use of the backup rolling stock, where in thetransitional period from the normal period to the peak period, theexecuted train services are required to be arranged uniformly, with thefollowing specific implementation process:

acquiring an integer part M_(int) of a quotient according to the numberM_(normal) of rolling stocks required in the normal period and thenumber M_(peak)−1 of the available rolling stocks in the peak period byusing an equation

${M_{int} = \left\lfloor \frac{M_{peak} - 1}{M_{normal} + 1} \right\rfloor};$

acquiring a decimal part M_(dec) of the quotient according to the numberM_(normal) of rolling stocks required in the normal period and thenumber M_(peak)−1 of available rolling stocks in the peak period byusing an equation

${M_{dec} = \frac{M_{peak} - 1 - {M_{int}\left( {M_{normal} + 1} \right)}}{M_{normal} + 1}};$

initializing a train service index k′=1, an integer count i=0 and adouble precision count sum=0;

setting a double precision count sum+=M_(dec), and determining whetherthe double precision count sum is greater than 1 to obtain a thirddetermination result;

determining if the third determination result indicates yes, that atrain service with a current train service index k′, k′+1, . . . ,k′+M_(int) is executed by turning back the online running train, and atrain service with a current train service index k′+M_(int)+1 isexecuted by making use of the backup rolling stock, and settingk′+=M_(int)+2, sun−=1;

determining if the third determination result indicates no, that a trainservice with a current train service index k′, k′+1, . . . ,k′+M_(int)−1 is executed by turning back the online running train, and atrain service with a current train service index k′+M_(int) is executedby making use of the backup rolling stock, and setting k′+=M_(int)+2;

determining whether the integer count is less than or equal to theinteger part M_(int) of the quotient to obtain a fourth determinationresult;

setting, if the fourth determination result indicates yes, the integercount i to be added by 1, and going back to the step of “setting adouble precision count sum+=M_(dec), and determining whether the doubleprecision count sum is greater than 1 to obtain a third determinationresult”; and

outputting, if the fourth determination result indicates no, a rollingstock circulation plan for executing the planned train services in thepeak period.

The present disclosure has the following advantages: (1) the presentdisclosure implements intelligent train operation adjustment for themetro system in the train out of service, thereby reducing the laborintensity of the dispatchers; (2) the present disclosure makes adecision automatically to ensure the reasonable result bycomprehensively considering available rolling stock resources and lineresources in the metro system and utilizing multiple operationadjustment methods; and (3) the present disclosure replaces the commanddelivery via telephone with an automatic method, thereby improvingefficiency and accuracy of information delivery.

The present disclosure further provides an operation adjustment systemfor metro trains under the condition of train out of service, including:

an information acquiring module, configured to acquire, when a train hasfault, basic parameters of a metro system, information of a train out ofservice and information of online normal running trains, where the basicparameters of the metro system include topological metro lineinformation and a planned operation diagram; the planned operationdiagram includes train timetables and a rolling stock circulation plan;the information of the train out of service includes a faulty trainservice, train fault time, predicted time to stop service and a faultposition; and the information of the online normal running trainsincludes train service numbers, train velocities when the fault occursand positions when the fault occurs;

a follow-up train service and current train timetable determiningmodule, configured to determine, according to the basic parameters ofthe metro system, the faulty train service out of service and theplanned operation diagram, a follow-up train service set of the faultytrain service and a current train timetable for each follow-up trainservice in the follow-up train service set, where the follow-up trainservices include tracking train services of the faulty train and plannedtrain services not started;

a module for acquiring an adjusted train timetable of each follow-uptrain service, configured to adjust, according to the predicted time tostop service of the train out of service, with a minimum headway as aconstraint and a minimal deviation from the train timetables as a goal,the current train timetable for each follow-up train service in thefollow-up train service set to obtain an adjusted train timetable foreach follow-up train service in the follow-up train service set, anddetermine initial adjusted train timetables;

a module for determining earliest time that backup rolling stocks canrun to the main line, configured to determine, according to the basicparameters of the metro system and the train fault time of the train outof service, earliest time that backup rolling stocks can run to the mainline in the metro system;

an adjusted rolling stock circulation plan acquiring module, configuredto cancel, according to the adjusted train timetable for each follow-uptrain service in the follow-up train service set, the earliest time thatbackup rolling stocks can run to the main line, all planned trainservices to be executed after the fault, and the rolling stockcirculation plan of the planned operation diagram, planned trainservices that cannot be executed according to the planned traintimetables in the planned operation diagram, to obtain a set of plannedtrain services to be canceled, and determine rolling stocks forexecuting remaining planned train services in the planned operationdiagram, to obtain an adjusted rolling stock circulation plan;

a module for acquiring information of an adjusted planned operationdiagram, configured to adjust the initial adjusted train timetablesaccording to a planned train timetable for each planned train service inthe set of planned train services to be canceled, to obtain finaladjusted train timetables; and

an adjusted operation diagram generating module, configured to generatean adjusted operation diagram according to the adjusted rolling stockcirculation plan and the final adjusted train timetables.

The system further includes:

a module for acquiring the number of available rolling stocks in a peakperiod, configured to acquire, in a peak period after the fault occursin the train, if a rolling stock resource is limited and the train outof service is not be repaired, the number M_(normal) of rolling stocksrequired in a normal period and the number M_(peak)−1 of availablerolling stocks in the peak period from the information of the adjustedplanned operation diagram; and

a module for determining a rolling stock circulation plan in the peakperiod, configured to redetermine, according to the number M_(normal) ofthe rolling stocks required in the normal period and the numberM_(peak)−1 of the available rolling stocks in the peak period by turningback an online running train and making use of a backup rolling stock, arolling stock circulation plan for executing planned train services inthe peak period.

Each embodiment of the present specification is described in aprogressive manner, each embodiment focuses on the difference from otherembodiments, and the same and similar parts between the embodiments mayrefer to each other. For the system disclosed in the embodiments, sincethe system corresponds to the method disclosed in the embodiments, thedescription is relatively simple, and reference can be made to themethod description.

In this specification, several specific embodiments are used forillustration of the principles and implementations of the presentdisclosure. The description of the foregoing embodiments is used to helpillustrate the method of the present disclosure and the core ideasthereof. In addition, persons of ordinary skill in the art can makevarious modifications in terms of specific implementations and the scopeof application in accordance with the ideas of the present disclosure.In conclusion, the content of this specification shall not be construedas a limitation to the present disclosure.

What is claimed is:
 1. An operation adjustment method for metro trains under the condition of train out of service, comprising: acquiring, when a train has fault, basic parameters of a metro system, information of the train out of service and information of online normal running trains, wherein the basic parameters of the metro system comprise topological metro line information and a planned operation diagram; the planned operation diagram comprises train timetables and a rolling stock circulation plan; the information of the train out of service comprises a faulty train service, train fault time, predicted time to stop service and a fault position; and the information of the online normal running trains comprises train service numbers, train velocities when the fault occurs and positions when the fault occurs; determining, according to the basic parameters of the metro system, the faulty train service out of service and the planned operation diagram, a follow-up train service set of the faulty train service and a current train timetable for each of follow-up train services in the follow-up train service set, wherein the follow-up train services comprise tracking train services of the faulty train and planned train services not started; adjusting, according to the predicted time to stop service of the train out of service, with a minimum headway as a constraint and a minimal deviation from the train timetables as a goal, the current train timetable for each follow-up train service in the follow-up train service set to obtain an adjusted train timetable for each follow-up train service in the follow-up train service set, and determining initial adjusted train timetables; determining, according to the basic parameters of the metro system and the train fault time of the train out of service, earliest time that backup rolling stocks can run to the main line in the metro system; canceling, according to the adjusted train timetable for each follow-up train service in the follow-up train service set, the earliest time that backup rolling stocks can run to the main line, all planned train services to be executed after the fault, and the rolling stock circulation plan of the planned operation diagram, planned train services that are not executed according to the planned train timetables in the planned operation diagram, to obtain a set of planned train services to be canceled, and determining rolling stocks for executing remaining planned train services in the planned operation diagram, to obtain an adjusted rolling stock circulation plan; adjusting the initial adjusted train timetables according to a planned train timetable for each planned train service in the set of planned train services to be canceled, to obtain final adjusted train timetables; and generating an adjusted operation diagram according to the adjusted rolling stock circulation plan and the final adjusted train timetables; wherein adjusting, according to the predicted time to stop service of the train out of service, with the minimum headway as a constraint and the minimal deviation from the planned train timetable as the goal, the current train timetable for each follow-up train service in the follow-up train service set to obtain the adjusted train timetable for each follow-up train service in the follow-up train service set, comprises: determining, based on the speed curves of running levels in the onboard automatic train operation (ATO) system by using an equation ${r_{k,n} = {\sum\limits_{l \in L}{\delta_{k,n}^{l}r_{kn}^{l}}}},$  running time of each follow-up train service in the follow-up train service set between two adjacent subsequent stations behind a position when the fault occurs; determining, by using an equation ${d_{k,n} = \frac{\min\left\{ {P_{k,n}^{wait},C_{k,n}^{remain}} \right\}}{\lambda}},$  dwelling time of each follow-up train service in the follow-up train service set at each follow-up station behind the position when the fault occurs; and adjusting, according to the predicted time to stop service of the train out of service, running time of each follow-up train service between subsequent stations, the dwelling time of each follow-up train service at each follow-up station and a train velocity of each follow-up train service when the fault occurs, with the minimum headway as a constraint and the minimal deviation from the planned train timetable as the goal, the current train timetable for each follow-up train service in the follow-up train service set to obtain the adjusted train timetable for each follow-up train service in the follow-up train service set, and wherein, r_(k,n) is running time of a follow-up train service k between a follow-up station n−1 and a follow-up station n; δ_(k,n) ^(l) indicates whether the follow-up train service k selects an identifier with a level l in an interval between the follow-up station n−1 and the follow-up station n, and when the follow-up train service k runs at the level l in the interval, then δ_(k,n) ^(l)=1, or when the follow-up train service k does not run at the level l in the interval, δ_(k,n) ^(l)=0; r_(k,n) ^(l) is time required by the follow-up train service k to run at the level l in the interval between the follow-up station n−1 and the follow-up station n; d_(k,n) is dwelling time of the follow-up train service k at the follow-up station n; P_(k,n) ^(wait) is a number of passengers waiting on a platform when the follow-up train service k arrives at the follow-up station n; C_(k,n) ^(remain) is a remaining passenger capacity when the follow-up train service k arrives at the follow-up station n; and λ is a passenger boarding rate.
 2. The operation adjustment method for the metro trains under the condition of train out of service according to claim 1, wherein after determining, according to the basic parameters of the metro system, the faulty train service out of service and the information of the online normal running trains, the follow-up train service set of the faulty train service and the current train timetable for each of follow-up train services in the follow-up train service set, the method further comprises: determining, according to the fault position of the train out of service by using an equation ${j^{\prime} = {\arg\min\limits_{j}{❘{S_{fault} - {S_{j}^{line} \cdot \eta_{j}}}❘}}},$  parking position nearest to the train out of service; and storing the train out of service to the nearest parking position, wherein, j′ is the parking position nearest to the train out of service, S_(fault) is the fault position of the train out of service, S_(j) ^(line) is a position of a jth storage track, and n_(j) is an occupation sign of the jth storage track.
 3. The operation adjustment method for the metro trains under the condition of train out of service according to claim 1, wherein determining, according to the basic parameters of the metro system and the train fault time of the train out of service, earliest time that backup rolling stocks can run to the main line in the metro system, comprises: acquiring a backup rolling stock set on all storage tracks from the topological metro line information of the basic parameters of the metro system; and determining, according to the train fault time of the train out of service by using an equation T_(m) ^(earliest)=T_(fault)+t_(j) _(m) ^(online), earliest time that each backup rolling stock in the backup rolling stock set runs to a main line as the earliest time that backup rolling stocks can run to the main line, wherein, T_(m) ^(earliest) is earliest time that a backup rolling stock m runs to the main line, T_(fault) is the train fault time of the train out of service, j_(m) is a storage track where the backup rolling stock m is located, and t_(j) _(m) ^(online) is time that the backup rolling stock m runs from the storage track j_(m), to the main line.
 4. The operation adjustment method for the metro trains under the condition of train out of service according to claim 3, wherein canceling, according to the adjusted train timetable for each follow-up train service in the follow-up train service set, the earliest time that backup rolling stocks can run to the main line, all planned train services to be executed after the fault, and the rolling stock circulation plan of the planned operation diagram, the planned train services that are not executed according to the planned train timetables in the planned operation diagram, to obtain the set of planned train services to be canceled, and determining the rolling stocks for executing the remaining planned train services in the planned operation diagram, to obtain the adjusted rolling stock circulation plan, comprises: comparing the adjusted train timetable for each follow-up train service in the follow-up train service set with the planned operation diagram to obtain planned train services required to depart lately at corresponding origin stations in the planned operation diagram and late departure time of the late departing planned train services; canceling corresponding late departing planned train services with late departure time greater than preset maximum late departure time to obtain a first set of planned train services to be canceled; forming a to-be-canceled planned train service set with a planned turn-back train service of each follow-up train service in the follow-up train service set and all planned train services to be executed after the fault; acquiring an idle rolling stock set on the storage tracks, and determining, on a premise of meeting a minimum turn-back time, whether the idle rolling stock set on the storage tracks comprises a backup rolling stock that is executed according to a planned train timetable of an eth to-be-canceled planned train service in the to-be-canceled planned train service set to obtain a first determination result; adjusting, when the first determination result indicates yes, the rolling stock circulation plan of the planned operation diagram, such that the backup rolling stock that is executed according to the planned train timetable of the eth to-be-canceled planned train service in the to-be-canceled planned train service set executes the eth to-be-canceled planned train service to obtain the adjusted rolling stock circulation plan; determining, when the first determination result indicates no, according to the earliest time that backup rolling stocks can run to the main line, whether the backup rolling stock set comprises a backup rolling stock that is executed according to the planned train timetable of the eth to-be-canceled planned train service in the to-be-canceled planned train service set to obtain a second determination result; adjusting, when the second determination result indicates yes, the rolling stock circulation plan of the planned operation diagram, such that the backup rolling stock that is executed according to the planned train timetable of the eth to-be-canceled planned train service in the to-be-canceled planned train service set executes the eth to-be-canceled planned train service to obtain the adjusted rolling stock circulation plan; canceling the eth to-be-canceled planned train service when the first determination result indicates no; updating a numerical value of the to-be-canceled planned train service e, and going back to the step of “acquiring an idle rolling stock set on the storage tracks, and determining, on a premise of meeting a minimum turn-back time, whether the idle rolling stock set on the storage tracks comprises a backup rolling stock that is executed according to a planned train timetable of an eth to-be-canceled planned train service in the to-be-canceled planned train service set to obtain a first determination result”, until all to-be-canceled planned train services in the to-be-canceled planned train service set are traversed, to obtain a second set of planned train services to be canceled; and forming a set of planned train services to be canceled with the rst set of planned train services to be canceled and the second set of planned train services to be canceled.
 5. The operation adjustment method for the metro trains under the condition of train out of service according to claim 1, wherein after canceling, according to the adjusted train timetable for each follow-up train service in the follow-up train service set, the earliest time that backup rolling stocks can run to the main line, all planned train services to be executed after the fault, and the rolling stock circulation plan of the planned operation diagram, the planned train services that are not be executed according to the planned train timetables in the planned operation diagram, to obtain the set of planned train services to be canceled, and determining the rolling stocks for executing the remaining planned train services in the planned operation diagram, to obtain the adjusted rolling stock circulation plan, the method further comprises: acquiring a front train service and a back train service of an fth canceled planned train service in the set of planned train services to be canceled in the initial adjusted train timetable; determining a first planned running headway between the fth canceled planned train service and the front train service, and a second planned running headway between the fth canceled planned train service and the back train service; delaying planned arrival and departure time of the front train service according to the first planned running headway by using an equation $\left\{ {\begin{matrix} {{a_{k_{front},n} = {a_{k_{front},n}^{plan} + \frac{h_{plan}^{front}}{2}}},{n = 1},2,\ldots,N} \\ {{d_{k_{front},n} = {d_{k_{front},n}^{plan} + \frac{h_{plan}^{front}}{2}}},{n = 1},2,\ldots,N} \end{matrix};} \right.$  and advancing planned arrival and departure time of the back train service according to the second planned running headway by using an equation $\left\{ {\begin{matrix} {{a_{k_{back},n} = {a_{k_{back},n}^{plan} - \frac{h_{plan}^{back}}{2}}},{n = 1},2,\ldots,N} \\ {{d_{k_{back},n} = {d_{k_{back},n}^{plan} - \frac{h_{plan}^{back}}{2}}},{n = 1},2,\ldots,N} \end{matrix},} \right.$ wherein, a_(k) _(front) _(,n) and a_(k) _(back) _(,n) are adjusted arrival time of a front train service k_(front) and a back train service k_(back) at a station n, a_(k) _(front) _(,n) ^(plan) and a_(k) _(back) _(,n) ^(plan) are planned arrival time of the front train service k_(front) and the back train service k_(back) at the station n, d_(k) _(front) _(,n) and d_(k) _(back) _(,n) are adjusted departure time of the front train service k_(front) and the back train service k_(back) at the station n, d_(k) _(front) _(,n) ^(plan) and d_(k) _(back) _(,n) ^(plan) are planned arrival time of the front train service k_(front) and the back train service k_(back) at the station n, h_(plan) ^(front) is a first planned running headway between the front train service k_(front) and the canceled train service f, $h_{plan}^{front} = \left\{ \begin{matrix} {{d_{f,1}^{plan} - d_{k_{front},1}^{plan}}\ ,\ {{{if}\ D_{f}} = 2}} \\ {{d_{f,N}^{plan} - d_{k_{front},N}^{plan}}\ ,\ {{{if}\ D_{f}} = 1},{D_{f} = 2}} \end{matrix} \right.$  indicates that the canceled train service f is in an up direction, d_(f,1) ^(plan) is departure time of the canceled train service f at a station 1, and d_(k) _(front) _(,1) ^(plan) is departure time of the front train service k_(front) at the station 1; D_(f)=1 indicates that the canceled train service f is in a down ward direction, d_(f,N) ^(plan) is departure time of the canceled train service f at a station N, and d_(k) _(front) _(,N) ^(plan) is departure time of the front train service k_(front) at the station N; a running direction from the station 1 to the station N is defined as the up direction, and a running direction from the station N to the station 1 is defined as the down direction; and h_(plan) ^(back) is a second planned running headway between the canceled train service f and the back train service k_(back), $h_{plan}^{back} = \left\{ {\begin{matrix} {{d_{k_{back},1}^{plan} - d_{f,1}^{plan}}\ ,\ {{{if}\ D_{f}} = 2}} \\ {{d_{k_{back},N}^{plan} - d_{f,N}^{plan}}\ ,\ {{{if}\ D_{f}} = 1}} \end{matrix},d_{k_{back},1}^{plan}} \right.$  is a departure time of the back train service k_(back) at the station 1, and d_(k) _(back) _(,N) ^(plan) is departure time of the back train service k_(back) at the station 1, and d_(k) _(back) _(,N) ^(plan) is departure time of the back train service k_(back) at the station N.
 6. The operation adjustment method for the metro trains under the condition of train out of service according to claim 1, wherein ater generating the adjusted operation diagram according to the adjusted rolling stock circulation plan and the final adjusted train timetable, the method further comprises: acquiring, in a peak period after the fault occurs in the train, when a rolling stock resource is limited and the train out of service is not repaired, a number M_(normal) of rolling stocks required in a normal period and a number M_(peak)−1 of available rolling stocks in the peak period from information of the adjusted operation diagram; and redetermining, according to the number M_(normal) of the rolling stocks required in the normal period and the number M_(peak)−1 of the available rolling stocks in the peak period by turning back an online running train and making use of a backup rolling stock, a rolling stock circulation plan for executing planned train services in the peak period.
 7. The operation adjustment method for the metro trains under the condition of train out of service according to claim 6, wherein redetermining, according to the number M_(normal) of the rolling stocks required in the normal period and the number M_(peak)−1 of the available rolling stocks in the peak period by turning back the online running train and making use of the backup rolling stock, the rolling stock circulation plan for executing the planned train services in the peak period, comprises: acquiring an integer part M_(int) of a quotient according to the number M_(normal) of the rolling stocks required in the normal period and the number M_(peak)−1 of the available rolling stocks in in the peak period by using an equation ${M_{int} = \left\lfloor \frac{M_{peak} - 1}{M_{normal} + 1} \right\rfloor};$ acquiring a decimal part M_(dec) of the quotient according to the number M_(normal) of the rolling stocks required in the normal period and the number M_(peak)−1 of the available rolling stocks in the peak period by using an equation ${M_{dec} = \frac{M_{peak} - 1 - {M_{int}\left( {M_{normal} + 1} \right)}}{M_{normal} + 1}};$ initializing a train service index k′=1, an integer count i=0 and a double precision count sum=0; setting a double precision count Sum+=M_(dec), and determining whether the double precision count sum is greater than 1 to obtain a third determination result; determining, when the third determination result indicates yes, that a train service with a current train service index k′, k′+1, . . . , k′+M_(int) is executed by turning back the online running train, and a train service with a current train service index k′+M_(int)+1 is executed by making use of the backup rolling stock, and setting k′+=M_(int)+2,sum−=1; determining, when the third determination result indicates no, that a train service with a current train service index k′, k′+1, . . . , k′+M_(int) is executed by turning back the online running train, and a train service with a current train service index k′+M_(int) is executed by making use of the backup rolling stock, and setting k′=M_(int)+2; determining whether the integer count i is less than or equal to the integer part M_(int) of the quotient to obtain a fourth determination result; setting, when the fourth determination result indicates yes, the integer count i to be added by 1, and going back to the step of “setting a double precision count sum+=M_(dec), and determining whether the double precision count sum is greater than 1 to obtain a third determination result”; and outputting, when the fourth determination result indicates no, the rolling stock circulation plan for executing the planned train services in the peak period. 